JP5190144B2 - Transmission unit with translational freedom - Google Patents

Description

  The present invention is a transmission unit having an input shaft and an output shaft, in particular for driving a vehicle wheel, in the form described in the superordinate concept part of claim 1, wherein the input shaft and the output shaft are: It relates to a type that can move in translation relative to each other.

  A transmission unit for transmitting drive torque such that the input shaft is movable in translation relative to the output shaft, that is, the input shaft and the output shaft can be moved substantially parallel to each other, and at the same time torque transmission Such transmission units are known. Examples of transmission units of the type mentioned at the outset are special powertrains with a half shaft or cardan shaft provided on the wheel suspension, or alternatively with a chain or belt.

  However, such a known transmission unit with translational freedom of movement is on the one hand troublesome and on the other hand a considerable scale of construction space in order to achieve a translational movement relative to each other on both axes. Need. Furthermore, this known transmission unit has a specific movement of the movements of both axes, depending on the configuration, if no measures are taken for the length compensation of the force transmission elements (belts, chains, cardan joints). Although limited to the characteristics, such means for length compensation still mean additional structural effort.

  In the use case of such a transmission unit for driving the wheel of an automobile, firstly an integrated system consisting of a power train and a wheel suspension / wheel guide is conceivable. In this case, the wheel suspension usually has a number of links, for example a trailing arm (Laengslenker), a semi-trailing arm (Schraeglenker), a control arm (Querlenker) or a pivot beam or a coupled beam axle (Verbundlenker). .

  The associated power train is usually an automobile with a flanged transmission or automatic transmission, one or two input shafts, and one or the associated half shaft leading to the wheel in a motor vehicle. A plurality of differentials. These construction assemblies are intended to be used in the range of automobile wheels, particularly when these construction assemblies have wheel guide links and half shafts, that is, when these construction assemblies must be adapted to wheel suspensions. Occupies a significant amount of construction space, so that this construction space can no longer be used for another purpose, thus reducing the space provided for passengers, luggage or even technical construction assemblies. .

  In this case, the structural assembly included in the conventional power train, in particular, the wheel guide link and the input shaft cannot be arbitrarily reduced or shortened. This is because this can cause inconvenient kinematic characteristics during the bounding movement of the wheel.

  However, developments in powertrains or car drives are increasingly becoming hybrid concept oriented. The hybrid concept also includes series hybrids in particular. In the case of series hybrids, there is no longer any mechanical coupling between the internal combustion engine and the drive wheel. Instead, in a series hybrid, the internal combustion engine drives a generator, for example, which supplies electricity to an electric motor coupled to a drive wheel. A similar arrangement can be employed in a pure electric vehicle. In this case, the energy is not supplied by the internal combustion engine, but by an electrical energy store. Various mixed variations between series hybrids and electric vehicles are also conceivable and already exist.

  In order to keep the number of components required for the transmission unit and the required construction space and mass of the components as small as possible, in such a vehicle concept, the electric drive motor is adapted directly to the wheel. Attempts have been made in part to accommodate the wheel itself as close to the wheel as possible, or as a wheel hub motor. In this way, most of the conventional power train can be eliminated or replaced by an electrical line that can be easily and flexibly laid between the energy generator and the vehicle wheel hub motor. .

  In addition, the wheel suspension itself is already housed in the inner space of the wheel rim together with the associated spring / damper unit or in the immediate vicinity of the wheel, so that the link structure known in conventional conventional wheel suspensions can be obtained. Efforts have also been made to save even more configuration space by saving the configuration space required for the.

  A wheel suspension that can be incorporated in the rim of a wheel is known from DE 69806444. In this wheel suspension, for example, an electric drive motor, for example, can also be accommodated at least partly in the inner chamber of the wheel rim. However, in this known wheel suspension, the electric drive motors are each rigidly fastened to the wheel carrier. Therefore, the mass of the drive motor must be added to the unsupported mass of the wheel suspension. An electric motor that can be used for a motor vehicle hall hub drive is based on the required performance and has a significant mass, which significantly increases the unsupported mass of the wheel suspension, thereby There is a risk that comfort may be significantly impaired.

  Furthermore, EP 0 270 521 A already discloses a transmission unit having an input shaft with an input pinion and an output shaft with an output gear. In this case, the axis of the input shaft and the axis of the output shaft extend parallel to each other. Both axes are movable in translation with respect to each other. Further, a planetary gear is provided. The planetary gear meshes with the input gear and the output gear and is supported along the planetary carrier axis. The planetary carrier axis is common to the first planetary carrier and the second planetary carrier. In this case, the first planetary carrier is coaxially supported with respect to the input shaft, and the second planetary carrier is It is supported coaxially with the output shaft. The disadvantage of this configuration is that the input shaft and the output shaft overlap each other in the longitudinal direction of the two axes, so that both axes are at a certain minimum during translational movement relative to each other. The disadvantage is that they have to move through each other at intervals, resulting in a relatively large construction space.

  In view of such a technical background, the object of the present invention is to overcome a drawback mentioned above in the prior art, in particular a transmission unit for a vehicle wheel (but not necessarily limited to a vehicle wheel). Is to provide. In particular, it is desired that the transmission unit allows translational separation between the input shaft and the output shaft, while occupying as little construction space as possible. Thus, it is desirable to be able to separate the wheel hub motor from the wheel suspension, particularly with respect to the wheel bounce movement, thus significantly reducing the unsupported mass of the wheel suspension.

  This problem is solved by a transmission unit having the characteristics described in the characterizing part of claim 1. Advantageous embodiments of the present invention are described in claims 2 and below.

  In a manner known per se, the transmission unit according to the invention (especially suitable for driving the wheel of a motor vehicle, but not necessarily limited thereto) comprises an input shaft and an input shaft And an output shaft arranged in a parallel direction. In this case, an input pinion is disposed on the input shaft, and an output gear is disposed on the output shaft. Also in a known manner, the input and output shafts can move eccentrically in parallel to each other or in directions perpendicular to their respective rotational axes, and thus between the input and output shafts. Torque translation can be performed at the same time.

  However, according to the present invention, the transmission unit is superior due to the planetary gear meshing with both the input pinion and the output gear. For this purpose, a planetary gear is supported along one planetary carrier axis, in which case this planetary carrier axis is common to the first planetary carrier and the second planetary carrier. The first planetary carrier is supported coaxially with respect to the input shaft, and the second planetary carrier is supported coaxially with respect to the output shaft.

  However, according to the present invention, in the transmission device, the output shaft draws a translational motion, and the input shaft and the output shaft are side by side at the end face side during the translational motion. The input shaft and the output shaft are coaxially positioned with respect to each other at a predetermined relative position.

  In other words, this means that the planetary gear is always guided by both planetary carriers connected to each other by its common planetary carrier axis so that the planetary gear is permanently meshed with the input pinion and the output gear. ing. The first planetary carrier that is coaxially supported with respect to the input shaft causes the planetary gear to remain engaged with the input pinion, in which case the second planetary carrier that is coaxially supported with respect to the output shaft. Thus, the planetary gear remains engaged with the output gear.

  That is, unlike a conventional planetary gear transmission, for example, in the transmission unit according to the present invention, the planetary carrier is not rotated around the suspension portion at the center of the planetary carrier in the sun gear (sun gear). On the contrary, the planetary carrier of the transmission unit according to the invention guarantees an adjusted swivel movement of the planetary gear about the rotation axis of the input shaft and the rotation axis of the output shaft, and at the same time, the planetary gear and the input pinion. The permanent meshing also works to guarantee a permanent meshing between the planetary gear and the output gear.

  Thus, according to the present invention, there is an advantage that the input shaft provided with the input pinion and the output shaft provided with the output gear can be translated in parallel with respect to each other. In this case, the input pinion and the output gear can move alongside each other on the end face side, and at the same time, the torque coupling between the input pinion and the output gear using the planetary gear is maintained and permanent. Guaranteed.

  This is particularly advantageous because the transmission unit according to the invention can be made very compact. This is because, in principle, the transmission unit according to the invention requires little space, as is the case with conventional planetary gear transmissions, for example. Therefore, using the present invention compared to known powertrains based on known prior art with a translational degree of freedom, for example a half shaft or a cardan shaft, it is a fraction of the required construction space of the known solution. A correspondingly reduced required construction space is achieved.

  For the time being, the present invention is realized regardless of how the input pinion and the output gear are specifically formed as long as the simultaneous engagement of the input pinion and the output gear with the planetary gear is guaranteed. Can be done. For example, the output gear may also be a pinion. In this case, the pinion is arranged substantially parallel to the input pinion and meshes with the planetary gear like the input pinion. In this case, both the engagement of the input pinion and the engagement of the output gear are ensured by both planetary carriers connected between the input pinion and the planetary gear and between the output pinion and the planetary gear.

  However, in a particularly advantageous embodiment of the invention, the output pinion is formed as a ring gear. Thus, this embodiment of the present invention is particularly close to a planetary gear transmission at first glance. In this case, the input pinion corresponds to the sun gear of the planetary gear transmission, the planetary gear corresponds to the planetary pinion of the planetary gear transmission, and the output gear corresponds to the ring gear of the planetary gear transmission. However, unlike planetary gear transmissions, the planetary gears in the transmission unit according to the invention are not guided by one planetary carrier, but by two (possibly standard) planetary carriers, The first planetary carrier is supported coaxially (preferably directly to the input shaft) with respect to the input shaft, and the second planetary carrier is coaxially (preferably directly output) with respect to the output shaft. Both planetary carriers have a common planetary carrier axis that is aligned with the axis of the planetary gear.

  The embodiment of the invention using a ring gear as the output gear is particularly advantageous in that the transmission unit can thus be made even more compact according to the invention than it was already. At the same time, based on the free translational mobility of the input pinion in the movement space provided in the ring gear, the maximum possible translational relative movement of the input and output shafts is obtained.

  In principle, the present invention can be realized regardless of the size and the gear ratio between the input pinion, the planetary gear and the output gear as long as the meshing of the gears is guaranteed. However, in a particularly advantageous embodiment of the invention, the first planetary carrier and the second planetary carrier have the same working radius. In other words, the distance between the input shaft and the planetary gear axis coincides with the distance between the output shaft and the planetary gear axis, that is, the distance between the planetary gear axis and the input shaft. Means equal to the distance between the planetary gear and the output shaft.

  Such an embodiment is advantageous in that a maximum axial offset between the input shaft and the output shaft or a maximum degree of translational movement between the input shaft and the output shaft is thus achieved. Furthermore, as another decisive advantage, within the frame of freedom of movement of the transmission unit according to the invention, for translational reasons, any translational movement between the input shaft and the output shaft is possible. For example, a rotational speed error is not induced between the input shaft and the output shaft. This is related to the fact that the planetary carrier of the transmission unit, in this case having the same working radius, is pivoted by essentially the same angular amount during translation. As a result, the induced rotational angle or rotational speed error only occurs inside the transmission unit and is completely compensated for outside.

  In a further particularly advantageous embodiment of the invention, both planetary carriers are formed as pivoting levers each having two bearings. Such an embodiment is also useful for a particularly compact configuration of the transmission unit according to the invention. Therefore, in such an embodiment, the planetary carrier function is such that the planetary gear of the transmission unit is coupled to the input shaft and the output shaft, or is supported so as to be rotatable relative to the input shaft and the output shaft. At the same time, it is reduced to the role of ensuring the proper spacing between the planetary gear and the input pinion and between the planetary gear and the output gear, and thus the engagement of the teeth.

  The realization of the present invention is for now unrelated to the structural realization of the possibility of translational relative movement between the input shaft and the output shaft. The possibility of translational relative movement of the transmission unit can be realized, for example, by means of a link mechanism known per se in the case of use in a wheel suspension.

  However, in a further advantageous embodiment of the invention, the transmission unit is superior with an additionally provided linear or linear guide. The linear guide ensures linear or linear translational relative movement between the input shaft and the output shaft, and the degree of freedom of movement between the input shaft and the output shaft is correspondingly desired. Is limited to special exercise. Such a linear guide is particularly advantageous in that it requires a minimal amount of construction space, especially compared to a linkage in a wheel suspension.

  In particular, in view of this background, in a further advantageous embodiment of the invention, the transmission unit is formed as a wheel drive and is incorporated in the wheel rim, at the same time as the output gear. Directly coupled to the wheel hub. It is advantageous if the transmission unit is in this case formed as a wheel hub drive and is directly coupled to the drive motor.

  In this way, a very compact wheel hub drive can be formed. For the time being, this wheel hub drive device has the great advantage that the vertical bounce movement of the driven wheel can be performed without loss without the need for general-purpose drive elements such as half shafts or chain transmissions. have. On the contrary, the transmission unit according to the invention allows in this embodiment a free, especially vertical bounding movement of the driven wheel. At the same time, the input shaft of the wheel entering the wheel hub may be fixed in the vertical direction, not following the vertical movement of the wheel. Thus, the input shaft can be mounted directly to the vehicle chassis, for example, or directly coupled to an axle drive or a wheel drive.

  Furthermore, when the transmission unit according to the present invention is configured as a wheel drive device including a directly connected drive motor, the following great advantages are obtained. That is, the drive motor is arranged, for example directly on the wheel hub, but does not have to be rigidly connected to the wheel hub or wheel carrier and can be arranged completely separate from this wheel with respect to the bounding movement of the wheel. In other words, the drive motor of the wheel drive device with the transmission unit according to the invention can be arranged in particular on the body or chassis, whereas the driven wheel is influenced by this drive device. It means that the bound movement can be performed without being done. In this way, the disadvantages of the wheel hub drive, in which the known wheel hub drive, i.e. the drive motor, is always added to the unsupported mass of the wheel suspension based on the known prior art, are eliminated. Thus, according to the present invention, it is possible to form a wheel hub drive device that provides spring-elastic suspension comfort comparable to a general-purpose wheel suspension.

  In principle, any motor can be used as the drive motor of the wheel hub drive device. In this case, for example, a hydraulic motor is also conceivable. In particular, in view of the fact that the transmission unit according to the invention is used in the area of passenger cars with an electric drive or a hybrid drive, in a further advantageous embodiment of the invention the drive motor of the wheel hub drive is It is an electric motor.

  In this way, an extremely compact electric wheel hub drive device is obtained. The electric wheel hub drive can be powered by an electric current generated by an internal combustion engine with a battery or generator, for example. In this case, the wheel hub driving device may further include the linear guide, and the linear guide can handle the bouncing motion in the vertical direction of the wheel. Overall, this way, the required configuration space for a vehicle driven wheel, including the vehicle drive and suspension, is a fraction of the configuration space required for conventional powertrains and wheel suspensions. Can be reduced to

  In this case, it is advantageous if the motor shaft of the drive motor directly forms the input shaft of the transmission unit, and the input pinion of the transmission unit is directly arranged on the motor shaft. Thus, the drive motor can be placed directly on the driven wheel or inside the wheel rim depending on the shape and size of the drive motor and rim.

  In a further particularly advantageous embodiment of the invention, the transmission unit is arranged in a wheel carrier, which is simultaneously formed as a transmission housing. This achieves a particularly compact and robust construction of the transmission unit formed as a wheel hub drive, in which case the gear of the transmission unit is arranged in the inner chamber of a wheel carrier formed as a transmission housing. Is done.

  In this case, the bearing housing for the bearing bush of the linear guide may for example be formed integrally with the wheel carrier or directly coupled to the wheel carrier. Thus, the wheel carrier not only assumes the role of guiding and supporting the wheel and the encapsulation of the transmission unit according to the invention, but also forms the movable part of the wheel suspension. In other words, this means that the bearing housing of the linear guide, for example where the sliding surface of the linear guide or the bearing bush is arranged, can be formed integrally with the wheel carrier or directly coupled to the wheel carrier. To do. This allows a torsionally rigid and lightweight construction of the wheel suspension.

  In particular, it is advantageous if an elastic bellows is provided between the shaft side of the drive motor and the transmission unit, taking into account the drive motor which is directly flanged to the transmission unit according to the invention. In this way, it is possible to compensate for the relative movement between the wheel and the transmission unit and the drive motor arranged in the vehicle chassis, which occurs when the wheel bounces. In this case, the motor input shaft and the transmission unit are simultaneously protected against environmental influences.

  Those skilled in the art will appreciate from the foregoing description that the kinematic principles of the present invention are not limited to gear transmissions. In view of such a background, it is also conceivable that the transmission unit has a friction wheel instead of a gear. In that case, the diameter ratio of these friction wheels can be selected in particular proportional to the gear ratio of the gears of the transmission unit.

  In the following, embodiments of the invention will be described in detail with reference to the drawings.

It is a perspective view which shows one Embodiment of the transmission device unit by this invention integrated in the wheel hub drive device. It is a perspective view which shows the wheel hub drive device provided with the gearbox unit shown in FIG. 1 in the state from which the drive motor was removed. FIG. 3 is a perspective view corresponding to FIGS. 1 and 2, showing an enlarged part of a transmission unit of the wheel hub driving device shown in FIGS. 1 and 2. It is sectional drawing of the wheel hub drive device provided with the transmission device unit shown in FIGS. It is a side view which shows the wheel hub drive device provided with the power transmission unit shown in FIGS. 1-4 in the state (elongation process) in which the wheel was completely rebounded. It is a figure equivalent to FIG. 5 which shows the wheel hub drive device provided with the power transmission unit shown in FIGS. 1-5 in the state in which a wheel is located in the neutral spring expansion-contraction state. It is a figure equivalent to FIG. 5 and FIG. 6 which shows the wheel hub drive device provided with the transmission device unit shown in FIGS. 1-6 in the state (shrinkage stroke) bound to the wheel partially.

  FIG. 1 shows an embodiment of a transmission unit according to the invention which is designed as a wheel hub drive or is incorporated into a wheel hub drive.

  FIG. 1 shows a vehicle wheel 1 provided with a tire 2 and a rim 3, and a wheel hub drive device 4 provided with a transmission unit 5 and a drive motor 6. The illustrated wheel hub drive device 4 further includes a linear guide that is depicted only schematically as a wheel suspension. This linear guide has two guide rods 7 and two bearing housings 8 in the illustrated embodiment. The bearing housing 8 acts as a guide bush or has a guide bush, and therefore moves up and down slidably along the guide rod 7 in the vertical direction. The spring / damper unit also belonging to the wheel suspension is not shown for the sake of clarity.

  The drive motor 6 is rigidly coupled to a vehicle chassis (not shown), and the vehicle wheel 1 with the transmission unit 5 according to the present invention can perform a bouncing motion 9 in the vertical direction, so the drive motor 6 and the transmission unit An elastic bellows 10 is disposed between the two. The bellows 10 elastically protects the input shaft 11 or the transmission unit 5 during relative movement between the vehicle wheel 1 and the drive motor 6.

  FIG. 2 shows the wheel hub drive device shown in FIG. 1 with the drive motor 6 removed in order to make the transmission unit 5 easier to understand. In addition to the components already shown in FIG. 1, FIG. 2 shows in particular the input shaft 11 of the transmission unit 5. Due to the slit-shaped slot 12 provided in the housing of the transmission unit 5, FIG. 2 shows that it is already relative to the housing of the transmission unit 5 or relative to the driven vehicle wheel 1. The translational mobility 9 of the input shaft 11 is shown (see double arrow 9 in FIG. 2).

  This is because the input shaft 11 (and the drive motor 6 having the same shaft as the input shaft 11) and the guide rods 7 of the linear guides 7 and 8 are positioned fixed to the chassis, and the transmission unit 5 The other components, ie the housing of the transmission unit 5 and the driven vehicle wheel 1, mean that a vertical bounding movement 9 can be carried out.

  FIG. 3 shows the transmission unit 5 of the wheel hub drive device shown in FIGS. 1 and 2 in a partially enlarged view without a housing cover. FIG. 3 shows the main components of the transmission unit 5, namely the output gears formed as the input pinion 13, the planetary gear 14 and the ring gear 15.

  The input pinion 13 is directly fixed to the input shaft 11 of the drive motor 6 (not shown), and the output gear 15 is directly coupled to the wheel axis 16 or the wheel hub 17. The output gear 15 can be seen from the sectional view of FIG. The output gear 15 is surrounded by a wheel carrier 18 formed as a transmission housing. The wheel carrier 18 at the same time forms or has a bearing bush or bearing housing 8 of a linear guide.

  In addition to the input pinion 13, the planetary gear 14 and the ring gear 15, both planetary carriers 19 and 20 are also shown in FIGS. 3 and 4. In the illustrated embodiment, the planetary carriers 19 and 20 are each formed as a swiveling lever having two support points. The first planetary carrier 19 is supported on the input shaft 11 of the motor, and the second planetary carrier 20 is supported on the wheel shaft 16. At the same time, the wheel shaft 16 forms the shaft of the output gear 15.

  The axis 21 of the planetary gear 14 forms a planetary carrier axis 21 common to both planetary carriers 19 and 20 at the same time. In this case, the first planetary carrier 19 generates a constant distance and tooth mesh between the input pinion 13 and the planetary gear 14, and the second planetary carrier 20 is also between the planetary gear 14 and the ring gear 15. Creates regular spacing and tooth engagement. This means that the input shaft 11 and the output shaft or wheel shaft 16 can perform a translational movement 9 relative to each other in a vertical direction as seen in the drawing (double arrow in FIG. 3). 9). In this case, at the same time, the meshing of all the three gears 13, 14, 15 and the torque transmission between the input shaft 11 and the output shaft 16 are always maintained. Thus, the vehicle wheel 1 with the wheel carrier or transmission housing 18 can carry out a vertical bounding movement 9 and the input shaft 11 and the drive motor 6 are firmly connected to the vehicle chassis, and thus the automobile. Counted in spring-supported mass.

  In the case of the illustrated relative positions of the three gears 13, 14, 15, that is, for example, when the input shaft 11 and the output shaft 16 are positioned accurately coaxially in the middle of the bounding motion, depending on the circumstances, the planetary gear 14 Kinematic under or under position decisions (kinematisch. Unterbestimmung), that is, excessive degrees of freedom may occur. In such a case, the planetary gear 14 and the planetary carriers 19 and 20 positioned in parallel at this time are similar to the planetary pinion in the general-purpose planetary gear transmission, and the axis of the input shaft that is coaxial in this case. It revolves around the axis of the output shaft, which is undesirable in this case. This is because in that case, torque transmission is interrupted, and thus the transmission device falls into an unspecified state.

  In order to remove such kinematic deficiencies or excessive degrees of freedom in the position of the planetary gear 14, in the illustrated embodiment, a lock pin 22 is arranged on the first planetary carrier 19. The lock pin 22 engages in an appropriately machined lock groove in a directly peripheral range of the illustrated bounce intermediate position of the input shaft 11 (not shown for the sake of clarity). In that case, the first planetary carrier 19 is described above in the illustrated intermediate position of the input shaft 11, for example by engaging a lock pin 22 in a lock groove which can be arranged in the housing cover of the transmission housing 18. As described above, it is possible to ensure that only the turning motion about the planetary carrier axis 21 as the instantaneous axis is performed and the turning motion about the input shaft 11 is not performed. Therefore, based on the engagement of the lock pin 22 and the lock pin 22 in the corresponding lock groove, the kinematic lack of the position of the planetary gear 14 at the illustrated coaxial position of the input shaft 11 and the output shaft 16 is determined. Alternatively, excess degrees of freedom can be removed.

  In FIG. 4, a wheel hub drive device including the transmission unit shown in FIGS. 1 to 3 is shown in a longitudinal sectional view along the wheel shaft 16. In this case, the wheel shaft 16 forms the output shaft 16 of the transmission device unit 5 at the same time, and is coaxial with the input shaft 11 of the transmission device unit 5 at the transmission device position shown in FIGS. positioned. The input shaft 11 also forms the motor shaft 11 of the drive motor 6 at the same time. Further, FIG. 4 shows the transmission housing 18 of the transmission unit 5. The transmission housing 18 also forms a wheel carrier and forms a bearing housing or bearing bush 8 for the linear guides 7 and 8 or has a bearing housing or bearing bush 8.

  The ring gear 15 is visible just below the housing wall 18 of the transmission unit 5. The ring gear 15 is coupled to the wheel hub 17 or the wheel shaft 16 of the vehicle wheel 1 to be driven so as not to be relatively rotatable.

  A planetary gear 14 is shown in cross section inside the ring gear 15. The planetary gear 14 is held in mesh with the input pinion 13 by the first planetary carrier 19 and at the same time the planetary position (the angle segment 26 shown in FIGS. 5 to 7) is pivotable by the second planetary carrier 20. In the state of meshing with the ring gear 15. Further, FIG. 4 shows a disc brake. The brake disc 23 of this disc brake is connected to the wheel hub and rim in a conventional manner, and the brake caliper 24 is directly flanged to the transmission housing or wheel carrier 18.

  5-7 show the course of the bounding movement of the driven vehicle wheel 1 between a complete rebound (FIG. 5), a neutral position (FIG. 6) and a partial bounce (FIG. 7). It is shown. In this case, each guide rod 7 is fixed to the chassis. The vehicle chassis is schematically illustrated in FIGS. 5-7 by a block 25 indicated by hatching. As can be seen from the drawing, the bearing housing or bearing bush 8 coupled to the wheel carrier 18 can be moved up and down in a sliding manner along the guide rod 7 following the bouncing movement 9 of the vehicle wheel 1.

  Further, FIGS. 5 to 7 show a principle operation mode of the transmission unit 5 according to the present invention, which is composed of the input pinion 13, the planetary gear 14 and the output gear 15. Also in this case, the output gear formed again as the ring gear 15 is also firmly coupled to the wheel shaft 16, whereas the input pinion 13 is directly mounted on the input shaft 11 of the drive motor 6 (not shown). (See FIGS. 3 and 4). In particular, by means of the auxiliary line H indicated by the broken line, the input pinion 13 is always independent of the bounding movement 9 of the vehicle wheel 1, i.e. without being influenced by the bounding movement 9, and is always in the vehicle chassis (block 25 indicated by hatching) Is maintained in a fixed relative position, and torque transmission and meshing between the input pinion 13 and the ring gear 15 are performed by the planetary gear 14 that performs a turning motion about the wheel shaft 16. I understand that. The range of the swivel movement of the planetary gear 14 is indicated by the angle segments 26 shown in broken lines in FIGS.

  As can be seen from FIGS. 5 to 7 regarding the mechanics, the output gear 15 can only be formed as a ring gear as in the illustrated embodiment. Instead of the ring gear 15, the output pinion is directly connected. It may be arranged on the wheel shaft 16. The planetary gear 14 is in this case permanently meshed with both the input pinion 13 and the central output pinion at "16" by both planetary carriers 19, 20 which are otherwise unchanged (see also Fig. 3). ). In the embodiment shown in FIG. 3, an output pinion (not shown) meshed with the planetary gear 14 can be disposed on the extension of the wheel shaft 16 instead of the ring gear 15. The translational mobility 9 between the output pinion and the input pinion 13 is guaranteed unchanged, in which case the width dimension of the planetary gear 14 (as shown) depends on the width of the input pinion 13 and the output. Since this corresponds to the sum of the widths of the pinions (not shown), the input pinion 13 and the output pinion can pass through each other on the end face side during the bounding motion 9.

  As a result, it can be seen that with the present invention, a transmission unit is provided which can guarantee a complete translational separation between the input and the output in the minimum required space. The invention makes it possible to completely separate the wheel hub motor from the wheel suspension, particularly with respect to the bounding movement of the driven wheel, which can significantly reduce the unsupported mass of the wheel suspension. Furthermore, according to the present invention, it is possible to realize a wheel hub driving device or a wheel suspension that is extremely space-saving.

  Thereby, the present invention is particularly useful for reducing the cost and construction space of a motor vehicle drive, expanding the availability and improving the ride comfort of a wheel hub drive, for example when used in the field of hybrid drives. Make an important contribution.

DESCRIPTION OF SYMBOLS 1 Vehicle wheel 2 Tire 3 Rim 4 Wheel hub drive device 5 Transmission unit 6 Drive motor 7 Guide rod 8 Bearing housing 9 Bound motion 10 Elastomer bellows 11 Input shaft, motor shaft 12 Long hole 13 Input pinion 14 Planetary gear 15 Output gear, Ring gear 16 Wheel axis, output shaft 17 Wheel hub 18 Transmission device housing, wheel carrier 19 First planetary carrier 20 Second planetary carrier 21 Planetary carrier axis 22 Lock pin 23 Brake disc 24 Brake caliper 25 Vehicle chassis 26 Angle segment

Claims (12)

  A transmission unit (5) used in particular for a vehicle wheel (1), the transmission unit (5) comprising an input shaft (11) with an input pinion (13) and an output gear (15). The output shaft (16), the axis of the input shaft (11) and the axis of the output shaft (16) extend in parallel, the input shaft (11) and the output shaft (16), The input pinion (13) and the output gear () are movable in translation in a direction (9) perpendicular to the rotation axis of the input shaft (11) and the rotation axis of the output shaft (16). 15) and the planetary gear (14) meshes with each other, and the planetary gear (14) is common to the first planetary carrier (19) and the second planetary carrier (20). 21) and the first process The net carrier (19) is coaxially supported with respect to the input shaft (11), and the second planetary carrier (20) is coaxially supported with respect to the output shaft (16). , The output shaft (16) draws a translational motion (9), and the input shaft (11) and the output shaft (16) are located next to each other on the end face side during the translational motion. A transmission device having a translational degree of freedom, characterized in that the input shaft (11) and the output shaft (16) are coaxially positioned with respect to each other at a predetermined relative position. unit.   Transmission unit according to claim 1, wherein the output gear (15) is a ring gear.   The first planetary carrier (19) is directly supported on the input shaft (11) and the second planetary carrier (20) is directly supported on the output shaft (16). 2. The transmission unit according to 2.   Transmission unit according to any one of claims 1 to 3, wherein the first planetary carrier (19) and the second planetary carrier (20) have the same working radius.   Transmission unit according to any one of the preceding claims, wherein both planetary carriers (19, 20) are formed as swiveling levers each having two bearings.   The linear guide (7, 8) for the translational relative mobility (9) of the input shaft (11) and the output shaft (16) is provided. Transmission unit.   7. The transmission device according to claim 1, wherein the transmission unit is formed as a wheel drive, is incorporated in a wheel rim, and the output gear is directly coupled to the wheel hub. The transmission unit described in the item.   Transmission unit according to claim 7, wherein the transmission unit (5) is formed as a wheel hub drive and is directly coupled to the drive motor (6).   9. Transmission unit according to claim 8, wherein the drive motor (6) is an electric motor.   The transmission unit according to claim 7 or 8, wherein the motor shaft forms an input shaft (11) of the transmission unit (5) and an input pinion (13) is arranged on the motor shaft.   Transmission unit according to any one of claims 7 to 10, wherein the transmission unit (5) is arranged in a wheel carrier (18) formed as a transmission housing.   Transmission unit according to any one of claims 7 to 11, wherein a bellows (10) is arranged between the motor housing (6) and the wheel carrier (18).

Images